Battery module for electrically-driven aircraft

ABSTRACT

A battery module can include multiple battery cells, multiple cell tubes, and a first plate. The multiple cell tubes can accommodate the multiple battery cells within the plurality of cell tubes so that individual of the plurality of battery cells are positioned within individual of the plurality of cell tubes. Each battery cell can have a first electric pole and a second electric pole. The first plate can include a printed circuit board. The printed circuit board can include a first conductive layer and an isolating layer. The isolating layer can include at least one blind hole for wire-bonding the conductive layer to one of the battery cells.

RELATED APPLICATIONS

Any and all applications for which a domestic or foreign priority claimis identified in the Application Data Sheet of the present applicationare hereby incorporated by reference under 37 CFR 1.57.

FIELD

The present disclosure is related to a battery module for use inpowering electric vehicles, such as electric or hybrid aircrafts.

BACKGROUND

Electric and hybrid vehicles have become increasingly significant forthe transportation of people and goods. Such vehicles can desirablyprovide energy efficiency advantages over combustion-powered vehiclesand may cause less air pollution than combustion-powered vehicles duringoperation.

Although the technology for electric and hybrid automobiles hassignificantly developed in recent years, many of the innovations thatenabled a transition from combustion-powered to electric-poweredautomobiles unfortunately do not directly apply to the development ofelectric or hybrid aircraft. The functionality of automobiles and thefunctionality of aircraft are sufficiently different in many aspects sothat many of the design elements for electric and hybrid aircraft mustbe uniquely developed separate from those of electric and hybridautomobiles.

Moreover, any changes to an aircraft's design, such as to enableelectric or hybrid operation, also require careful development andtesting to ensure safety and reliability. If an aircraft experiences aserious failure during flight, the potential loss and safety risk fromthe failure may be very high as the failure could cause a crash of theaircraft and pose a safety or property damage risk to passengers orcargo, as well as individuals or property on the ground.

The certification standards for electric or hybrid aircraft are furtherextremely stringent because of the risks posed by new aircraft designs.Designers of aircraft have struggled to find ways to meet thecertification standards and bring new electric or hybrid aircraftdesigns to market.

In view of these challenges, attempts to make electric and hybridaircraft commercially viable have been largely unsuccessful. Newapproaches for making and operating electric and hybrid aircraft thuscontinue to be desired.

SUMMARY

Flying an aircraft, such an airplane, can be dangerous. Problems withthe aircraft may result in injury or loss of life for passengers in theaircraft or individuals on the ground, as well as damage to goods beingtransported by the aircraft or other items around the aircraft.

In order to attempt to mitigate potential problems associated with anaircraft, numerous organizations have developed certification standardsfor ensuring that aircraft designs and operations satisfy thresholdsafety requirements. The certification standards may be stringent andonerous when the degree of safety risk is high, and the certificationstandards may be easier and more flexible when the degree of safety riskis low.

Such certification standards have unfortunately had the effect ofslowing commercial adoption and production of electric or hybridaircraft. Electric or hybrid aircraft may, for example, utilize newaircraft designs relative to traditional aircraft designs to account fordifferences in operations of electric or hybrid aircraft versustraditional aircraft. The new designs however may be significantlydifferent from the traditional aircraft designs. These differences maysubject the new designs to extensive testing prior to certification. Theneed for extensive testing can take many resources, time andsignificantly drive up the ultimate cost of the aircraft.

The present disclosure provides simplified, yet robust, components andsystems for an electric powered aircraft that simplify and streamlinecertifications requirements and reduce the cost and time required toproduce a commercially viable electrically-driven aircraft.

In particular, safely powering an electric or hybrid aircraft can posesignificant difficulties. A power system of an electric or hybridaircraft can include numerous battery cells, and each of the batterycells can pose a serious safety risk, such as in the event that one ormore of the battery cells overheat and catch fire (for instance, due toa manufacturing defect, aging, or abuse of the one or more batterycells). If a fire in one battery cell were to reach other battery cells,the other battery cells may catch fire and cause a chain reaction thatwould result in the aircraft suffering a catastrophic failure. Thus, thepower system of an electric or hybrid aircraft should be carefullymanaged.

It is therefore an aim of the present disclosure to provide a solutionto one or more of the above-mentioned problems of the prior art.

In particular, an aim of the present disclosure is to provide a batterymodule for use in powering an electric vehicle, such as an electricaircraft, in which the consequences of one or more cells overheating orcatching fire are less dramatic than in prior art electric powersystems.

Another aim is to provide a battery module usable to power an electricvehicle, such as an electric aircraft, which is less costly and easierto manufacture and assemble than some other battery modules.

According to one aspect, those aims are achieved with a battery module.The battery module can include multiple battery cells, multiple celltubes, and a first plate. The multiple cell tubes can accommodate theplurality of battery cells within the plurality of cell tubes so thatindividual of the plurality of battery cells are positioned withinindividual of the plurality of cell tubes. Each battery cell can have afirst electric pole and a second electric pole. The first plate caninclude a first conductive layer arranged for conducting currents fromall battery cells in the battery module and a flex printed circuit board(PCB) layer arranged for conducting battery cells measuring signals. Thefirst conductive layer can include multiple first holes so thatindividual of the plurality of cell tubes are facing individual of themultiple first holes. The flex PCB layer can include multiple connectingportions where each connecting portion includes a battery celltemperature sensor, one such connecting portion extending into each ofsaid hole for measuring the temperature of the battery cell facing thecorresponding hole.

The connecting portion of the flex PCB can permit an easy connection ofthe temperature sensor with other electronic components of the batterymodule.

The connecting portion of the flex PCB can permit mounting of thetemperature sensor directly onto the surface of the battery cell.

The temperature sensor and/or the connecting portion may be glued ontothe corresponding battery cell.

The flex PCB layer may further include a plurality of second holes, eachbattery cell being wire-bounded to said conducting plate through a wirethrough one first hole and through one second hole.

The flex PCB layer may include a plurality of PCB tracks.

The flex PCB layer may include at least one electronic component mountedon said PCB tracks.

The PCB tracks can be connected through wire-bonding to said batterycell.

The electronic components on the flex PCB can include one sensorconfigured to monitor a voltage, a current, an internal pressure of atleast one of the plurality of battery cells.

The electronic component on the flex PCB can include one switch forindividually connecting or disconnecting one battery cell.

The battery module can include a plurality of first spacers, each firstspacer being mounted in one of said first holes and configured tosupport one said cell tube and one said battery cell, said first spacerproviding thermal and electrical isolation between the correspondingbattery cell and the first plate.

The battery module can include a second conductive plate which mutuallyelectrically connects the second poles of each of the plurality ofbattery cells, said second conductive plate including a plurality ofsecond holes so that individual of the plurality of cell tubes arefacing individual of the plurality of second holes, a plurality ofsecond spacers, each second spacer being mounted in one of said secondholes and configured to support one said cell tube and one said batterycell, said second spacer providing thermal isolation between thecorrespond battery cell and the second conductive plate.

The first and/or second spacers can include one of the followingmaterials: ceramic, plastic or fiber glass.

Each said first and/or second spacer can support a battery cell and acorresponding battery cell tube at a distance from each other, theplurality of battery cells being removable from the plurality of celltubes.

The first holes through the first plate can permit combustion componentsto pass through the first plate.

The holes through the second conductive plate can permit combustioncomponents to pass through the second conductive plate.

The first plate can include or consist of a printed circuit boardcomprising at least one sensor configured to monitor a voltage, acurrent, or an internal pressure of at least one of the plurality ofbattery cells.

The first plate can be an aluminium layer.

The battery module can further include a circuit board assemblyelectrically connected to said printed circuit board.

The circuit board assembly can be orientated parallel to the batterycells, in order to avoid obstruction of the heat and fames caused by theexplosion of one battery cell.

The battery module can further include a controller mounted on thecircuit board assembly and configured to control the plurality ofbattery cells.

The controller can communicate, via a connector, with an electronicdevice separate from the battery housing.

The total number of battery cells included in the plurality of batterycells can be between 4 battery cells and 32 battery cells, inclusive.

The battery module can be part of a power system that includes anexhaust channel configured to divert a fire from one of the plurality ofbattery cells toward an exhaust port of the vehicle housing to preventthe fire from spreading to another of the plurality of battery cells,the plurality of cell tubes being supported by said spacers with onefirst end of each cell tube being directed toward an exhaust channel.

The use of such an exhaust channel in accordance with the disclosureherein prevents heat or a fire at one or more battery cells fromspreading to other battery cells.

The exhaust channel can divert and evacuate from the aircraft fumes,smoke, heat, steam, or combustion materials from a battery cell that hascaught fire.

The battery module can be part of a power system that includes an inletchannel arranged to direct an air flow through the battery housing, asecond end of each of the plurality of cell tubes being directed towardsaid inlet channel.

The plurality of cell tubes can include aluminum, steel, or carbon.

The plurality of cell tubes can be arranged in at least two rows of celltubes and at least two columns of cell tubes.

The present disclosure is also related to a battery module as describedand/or claimed, in combination with the vehicle housing, the vehiclehousing being configured to fly and supporting the battery housing sothat an air flow passes through the battery housing when the vehiclehousing is in motion.

Multiple battery modules may be connected. The battery modules aresometimes referred to as battery packs, or several mutually connectedbattery modules are referred to as battery packs. The battery modulescan each include a battery housing that supports multiple battery cellselectrically connected in parallel with one another. The battery modulescan each be relatively lightweight rather than encapsulated in a heavycasing, such as a heavy metal casing, that would undesirably add weightto the aircraft. The battery cells of the multiple battery modules canbe connected in series and/or parallel with one another to form a powersource for the aircraft.

The plurality of cell tubes can be supported by the battery housing withone first end of each cell tube being directed toward the exhaustchannel, the plurality of battery cells each being self-contained, theplurality of battery cells being removable from the plurality of celltubes.

The cell tubes may have any shape or section, provided each cell tubecan house one battery cell. A cell tube can prevent a direct line ofsight form one battery cell to any neighbor battery cell, so that heatfrom one battery cell is reverberated by the inner surface of the celltube in which the battery cell in housed and does not reach directly anyother battery cell. Each cell tube may have a cylindrical shape with twoopen ends.

Because battery cells may fail in a predictable matter (such as tendingto catch fire and explode from a positive terminal of the battery cellsfor around 10 seconds), the cell tubes act as individual batteryhousings to orient the multiple battery cells in the individual batteryhousings in a common direction with the positive terminals (sometimesreferred to as cathodes) of the multiple battery cells being on a commonside of the battery housing, for example facing the exhaust channel.

The cell tube can reinforce the side walls of the battery cell toprevent lateral explosion of a battery cell, and to direct the flamesand heat toward an exhaust channel rather in the unlikely event oflateral explosion of a battery cell, thus reducing this risk of reachingother cells or components in the same battery module or other batterymodules.

Upon one of the battery cells catching fire, the fire from the batterycell may pass by or through an insulation layer (which may prevent thefire from reaching one or neighboring battery cells), enter the exhaustchannel, and be diverted toward or to an exhaust port of the aircraft sothat the fumes, smoke, heat, steam, or combustion materials may leavethe aircraft.

The battery module may connect to an inlet channel arranged to direct anair flow through the battery housing and into the exhaust channel, asecond end of each of the plurality of cell tubes being directed towardsaid inlet channel.

A plurality of cooling plates may be supported by the battery housingand thermally coupled to the plurality of cell tubes, at least one ofthe plurality of cooling plates including a plurality of holes throughwhich the plurality of cell tubes extend, the plurality of coolingplates being configured to dissipate heat from the plurality of celltubes.

A sensor may monitor a temperature of one of the plurality of cell tubesor one of the plurality of cooling plates.

A thermal fuse may mechanically and thermally couple one of theplurality of cooling plates to one of the plurality of cell tubes.Therefore, if one of the cell tube is overheating due to a fire oroverheat in the cell housed by this cell tube, the thermal fuse may meltand prevents transmission of heat to other cells through the coolingplate.

The plurality of cooling plates may be made of aluminum foam. Aluminiumfoam provides a very large surface for exchange of heat between the airand the cooling plate.

The battery housing, the plurality of cell tubes, and the plurality ofcooling plates can evenly distribute heat so that the plurality ofbattery cells age at a common rate. The heat is evenly distributed whenthe battery cells are operating normally, i.e. not overheating. The heatmay not be evenly distributed when the battery cells are overheating andat least one thermal fuses is melting. A heat is considered to be evenlydistributed when the difference of temperature between battery cells ofthe same battery module does not exceed 20° C., preferably 10° C.,preferably 5° C.

The battery module may include an isolation positioned between (i) aconductive plate and (ii) the plurality of cell tubes, the isolationproviding electrical or thermal insulation.

The conductive plate may electrically connect the plurality of batterycells in parallel with one another.

The plurality of cell tubes may be arranged in at least two rows of celltubes and at least two columns of cell tubes.

The battery housing may mechanically couple to additional batteryhousings on opposite sides of the battery housing, the battery housingand the additional battery housings each having a common structure, theplurality of battery cells being configured to electrically couple inseries or parallel with additional battery cells of the additionalbattery housings to together power the motor.

The battery module may include a circuit board assembly comprising asensor configured to monitor a voltage, a current, a temperature or aninternal pressure of at least one of the plurality of battery cells; anda controller mounted on the circuit board assembly and configured tocontrol an energy transfer from the plurality of battery cellsresponsive to the voltage, the current, or the internal pressure.

The controller may communicate, via a connector, with an electronicdevice separate from the battery housing.

The total number of battery cells included in the plurality of batterycells is between 4 battery cells and 32 battery cells, inclusive.

A vehicle housing may be configured to fly and support the batteryhousing so that an air flow passes through the battery housing toward anexhaust channel of the vehicle housing when the vehicle housing is inmotion.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A illustrates an example aircraft, such as an electric or hybridaircraft;

FIG. 1B illustrates airflow through the aircraft of FIG. 1A;

FIG. 1C illustrates a simplified block diagram of the aircraft of FIG.1A;

FIG. 2 illustrates an example operation system for an aircraft, such asthe aircraft of FIG. 1A;

FIGS. 3A and 3B illustrate an example power system usable in a vehicle,such as the aircraft of FIG. 1A;

FIG. 3C illustrates example components of a power system, such as thepower system of FIGS. 3A and 3B;

FIGS. 4 and 5 illustrate additional example power systems usable in avehicle, such as the aircraft of FIG. 1A;

FIGS. 6A, 6B, 6C, 6D, 6E, 6F, 6G, and 6H illustrate an example batterymodule usable in a vehicle, such as the aircraft of FIG. 1A;

FIG. 7 illustrates an example of connected battery modules usable in avehicle, such as the aircraft of FIG. 1A;

FIG. 8 illustrates an example top cover with holes usable with a batterymodule; and

FIG. 9 illustrates an example of connection between a battery cell and atop plate.

DETAILED DESCRIPTION System Overview

FIG. 1A illustrates an aircraft 100, such as an electric or hybridaircraft, and FIG. 1B illustrates airflow 102 through the aircraft 100.The aircraft 100 has an aircraft housing 101. The aircraft can includepower sources 104, inlets 106, exhausts 108, one or more waterseparators 110, and one or more filters 112. The inlets 106 can includeinlet ports proximate to an exterior of the aircraft 100 and inletchannels extending from the inlet ports into the aircraft 100. Theexhausts 108 can include exhaust ports proximate to the exterior of theaircraft 100 and exhaust channels extending from the exhaust ports intothe aircraft 100.

During operation of the aircraft 100 or when the power sources 104 maybe supplying power, the airflow 102 can flow into the aircraft 100 fromone of the inlets 106 (which can be locations of relatively higherpressure), pass in or around one or more of the power sources 104, andnext pass out one of the exhaust ports 108 (which can be locations ofrelatively lower pressure). The airflow 102 can cool the one or more thepower sources 104 or facilitate expulsion of heat or combustioncomponents from the aircraft 100 in the event of a fire at the one ormore of the power sources 104. The air of the airflow 102 can befiltered (for example, by one of the filters 112) as the air passesthrough the aircraft 100. Water or other impurities may be removed fromthe air (for example, by one of the one or more water separators 110) asthe airflow 102 passes through the aircraft 100.

As described herein, the aircraft 100 can include an electric powersystem that includes integrated fire relief channels so that heatcreated by a fire or explosion of one of the power sources, such as thepower sources 104, may diverted through an exhaust channel to anexhaust, such as an exhaust port of the exhausts 108.

The aircraft 100 can include one or more components or features ofaircrafts disclosed in (i) U.S. Pat. No. 10,131,246, issued Nov. 20,2018, titled “COMMUNICATION SYSTEM FOR BATTERY MANAGEMENT SYSTEMS INELECTRIC OR HYBRID VEHICLES,” (ii) U.S. Pat. No. 10,322,824, issued Jun.18, 2019, titled “CONSTRUCTION AND OPERATION OF ELECTRIC OR HYBRIDAIRCRAFT,” the entire disclosures of which are hereby incorporated byreference.

FIG. 1C illustrates a simplified block diagram of an aircraft 150, whichcan be an implementation of the aircraft 100 of FIG. 1A. The aircraft150 includes a motor 160, a management system 170, and a power source180. The power source 180 can be an implementation of one or more of thepower sources 104. The motor 160 can be used to propel the aircraft 150and cause the aircraft 150 to fly and navigate. The management system170 can control and monitor the components of the aircraft 150, such asthe motor 160 and the power source 180. The power source 180 can powerthe motor 160 to drive the aircraft 150 and power the management system170 to enable operations of the management system 170. The managementsystem 170 can include one or more controllers as well as otherelectronic circuitry for controlling and monitoring the components ofthe aircraft 150.

The motor 160 can be or include an electrical motor, such as a DC motor,a one phase AC motor, or a three phase AC motor. The motor 160 caninclude an electric brushless motor. The motor 160 can include more thanone motor. The motor 160 can move the aircraft 150 and drive a(thrust-generating) propeller or a (lift-generating) rotor. The motor160 can function as a generator. The motor 160 can include multiplemotors, such as electric motors. The aircraft 150 can include one or aplurality of electric motors and, optionally, one or a plurality ofthermic motors, and function as a pure electric airplane or as a hybridairplane.

The power source 180 can store electrical energy and include one or morebattery modules that each include one or more battery cells. The batterycells of a battery module may be electrically connected in series and/orparallel with one another to deliver a desired voltage and current fromthe battery module. Two or more battery modules can be electricallyconnected in series and/or in parallel to form a battery pack anddeliver a desired voltage and current from the two or more batterymodules. The aircraft can comprise two or more battery packs as powersource. The battery cells can be lithium-ion (Li-Ion) battery cells orlithium-polymer (Li-Po) battery cells.

FIG. 2 illustrates an operation system 200 of an aircraft, such as theaircraft 100 of FIGS. 1A, 1B, and 1C. The operation system 200 caninclude a power management system 210, a motor management system 220,and a recorder 230, as well as a first battery pack 212A, a secondbattery pack 212B, a warning panel 214, a fuse and relay 216, aconverter 217, a cockpit battery pack 218, a motor controller 222, oneor more motors 224, and a throttle 226. The one or more motors 224 canbe an implementation of the motor 160, the first battery pack 212A andthe second battery pack 212B can be an implementation of the powersources 104 or the power source 180, and the remaining components can bean implementation of the management system 170.

The power management system 210, the motor management system 220, andthe recorder 230 can monitor communications on a communication bus, suchas a controller area network (CAN) bus, and communicate via thecommunication bus. The first battery pack 212A and the second batterypack 212B can, for instance, communicate on the communication busenabling the power management system 210 to monitor and control thefirst battery pack 212A and the second battery pack 212B. As anotherexample, the motor controller 222 can communicate on the communicationbus enabling the motor management system 220 to monitor and control themotor controller 222.

The recorder 230 can store some or all data communicated (such ascomponent status, temperature, or over/undervoltage information from thecomponents or other sensors) on the communication bus to a memory devicefor later reference, such as for reference by the power managementsystem 210 or the motor management system 220 or for use introubleshooting or debugging by a maintenance worker. The powermanagement system 210 and the motor management system 220 can eachoutput or include a user interface that presents status information andpermits system configurations. The power management system 210 cancontrol a charging process (for instance, a charge timing, currentlevel, or voltage level) for the aircraft when the aircraft is coupledto an external power source to charge a power source of the aircraft,such as the first battery pack 212A or the second battery pack 212B.Features around construction and operation of the power managementsystem 210 are described in greater detail in U.S. Pat. No. 10,131,246,issued Nov. 20, 2018, titled “COMMUNICATION SYSTEM FOR BATTERYMANAGEMENT SYSTEMS IN ELECTRIC OR HYBRID VEHICLES,” which isincorporated herein by reference.

The warning panel 214 can be a panel that alerts a pilot or anotherindividual or computer to an issue, such as a problem associated with apower source like the first battery pack 212A. The fuse and relay 216can be associated with the first battery pack 212A and the secondbattery pack 212B and usable to transfer power through a converter 217(for example, a DC-DC converter) to a cockpit battery pack 218. The fuseand relay 216 can protect one or more battery poles of the first batterypack 212A and the second battery pack 212B from a short or overcurrent.The cockpit battery pack 218 may supply power for the communication bus.

The motor management system 220 can provide control commands to themotor controller 222, which can in turn be used to operate the one ormore motors 224. The motor controller 222 may further operate accordingto instructions from the throttle 226 that may be controlled by a pilotof the aircraft.

The power management system 210 and the motor management system 220 canexecute the same or similar software instructions and may perform thesame or similar functions as one another. The power management system210, however, may be primarily responsible for power managementfunctions while the motor management system 220 may be secondarilyresponsible for the power management functions. Similarly, the motormanagement system 220 may be primarily responsible for motor managementfunctions while the power management system 210 may be secondarilyresponsible for the motor management functions. The power managementsystem 210 and the motor management system 220 may include the same orsimilar computer hardware, or a single hardware may perform bothfunctions.

Power and Fire Management Systems

FIG. 3A illustrates a power system 300 usable in a vehicle, such as theaircraft 100, and prior to a fire. The power system 300 includes anexhaust channel 342, an inlet channel 344, and a battery module 350. Thebattery module includes a battery housing 308 that supports batterycells 312, 314, 316, and 318. The exhaust channel 342 can be coupled orpositioned proximate to the battery housing to prevent a fire in one ofthe battery cells 312, 314, 316, or 318 from spreading to another of thebattery cells 312, 314, 316, or 318. One or a plurality of batterymodules 350 with battery housings 308 and the associated battery cells312, 314, 316, and 318 can together form a battery pack and be part of apower source for the vehicle, such as the power source 180.

The battery housing 308 can support a first plate 306 (top plate), anoptional insulative material 304, and the battery cells 312, 314, 316,and 318. The battery housing 308 can at least partially surround the topplate 306, the insulative material 304, and the battery cells 312, 314,316, and 318. The battery housing 308 can be formed of or includeplastic and can have an outer shape substantially shaped as arectangular prism or cube. The battery housing 308 can support one ormore additional battery cells (not shown) within the battery housing 308and alongside the battery cells 312, 314, 316, and 318 so that thebattery housing 308 may support 8, 9, 10, 12, 16, or more battery cells,for example.

The top plate 306, the optional insulative material 304, and the batterycells 312, 314, 316, and 318 can be layered so that the top plate 306(or at least a portion thereof) may be positioned between the insulativematerial 304 and the battery cells 312, 314, 316, and 318. In additionor alternatively, the insulative material 304 (or at least a portionthereof) can be positioned between the top plate 306 and the batteryhousing 308.

The top plate 306 can electrically connect all battery cells 312, 314,316, and 318 in the battery module 350. As illustrated in FIG. 3A, thebattery cells 312, 314, 316, and 318 can be oriented in the samedirection such that the top plate 306 contacts or electrically connectsto positive terminals of the battery cells 312, 314, 316, and 318,thereby electrically connecting the battery cells 312, 314, 316, and 318in parallel with one another. In other implementations, the top plate306 can contact a negative terminal of the battery cells 312, 314, 316,and 318, or one or more of the battery cells 312, 314, 316, or 318 canbe oriented in an opposite direction from another of the battery cells312, 314, 316, or 318.

Although not illustrated in FIG. 3A, multiple of the top plates 306 canbe provided. For example, multiple conductive bars as top plates caneach be arranged for electrically connecting a subset of the batterycells 312, 314, 316, and 318. As the multiple conductive bars may covera smaller surface area than the top plate 306, a weight of the powersystem 300 can be reduced by use of the multiple conductive bars.

The top plate 306 can be electrically conductive and composed of one ormore conductive materials. For example, the top plate 306 can includecopper, aluminum, steel, silver, gold, zinc, nickel, iron, platinum, ora combination thereof. In other implementations, the top plate 306 maynot be conductive. The top plate 306 or at least portions thereof canwithstand the temperature of a fire of one of the battery cells 312,314, 316, and 318 so that a fire from one does not burn through the topplate 306 or the at least portions thereof. The top plate 306 may allowthe fire of one of the battery cells 312, 314, 316, and 318 to passthrough the top plate 306 (such as through a hole in or on the top plate306) so that the fire is directed to the exhaust channel 342 but doesnot reach the other of the battery cells 312, 314, 316, and 318.

The battery housing 308 can support a second plate 324 (also referred toas a bottom plate) that may electrically connect negative terminals(sometimes referred to as anodes) of the battery cells 312, 314, 316,and 318. The bottom plate 324 can be electrically conductive andcomposed of one or more conductive materials, which may be similar to orthe same as the top plate 306. In other implementations, the bottomplate 324 may not be conductive.

The bottom plate 324 may allow the fire of one of the battery cells 312,314, 316, and 318 to pass through the bottom plate 324 (such as througha hole in or on the bottom plate 324) so that the fire does not reachthe other of the battery cells 312, 314, 316, and 318.

As with the top plate 306, multiple of the bottom plates 324 can beprovided although not illustrated in FIG. 3A. For example, multipleconductive bars as base plates can each be arranged for electricallyconnecting a subset of the battery cells 312, 314, 316, and 318. As themultiple conductive bars may cover a smaller surface area than thebottom plate 324, a weight of the power system 300 can be reduced by useof the multiple conductive bars. The battery housing 308 can support ahousing circuit board assembly 326. The housing circuit board assembly326 can control the transfer of power from or to the battery cells 312,314, 316, or 318, as well as include one or more sensors for monitoringa voltage, a temperature, or an internal pressure of the battery cells312, 314, 316, or 318 or another associated characteristic. The housingcircuit board assembly 326 can provide galvanic isolation with respectto other components. Although the housing circuit board assembly 326 isillustrated on a side of the battery housing 308, the housing circuitboard assembly 326 can be located or positioned elsewhere in, on, orproximate to the battery housing 308, such as one or more of its bottomor another side. The housing circuit board assembly 326 can be within orout of the path of a potential fire from the battery cells 312, 314,316, and 318. The housing circuit board assembly 326 may be a thermalisolator. As will be described, an additional circuit board canprovided, for example as part of the top plate 306. Multiple circuitboards can be mutually connected with electric connectors.

The battery cells 312, 314, 316, and 318 can store electrical energy.The electrical energy can be utilized for driving one or more motors,such as the motor 160. The one or more motors can propel a vehiclehousing that is configured to fly. The battery cells 312, 314, 316, and318 can be used to additionally or alternatively power other componentssupported by the vehicle housing.

The battery cells 312, 314, 316, and 318 can electrically be connectedin series and/or in parallel to deliver a desired voltage and current.One or more of the battery cells 312, 314, 316, and 318 can be Li-Ion orLi-Po battery cells. The battery cells 312, 314, 316, and 318 can besubstantially shaped as a cylinder.

The insulative material 304 can be fire retardant or not heatconductive. As illustrated, the insulative material 304 can be on top ofthe top plate 306 and prevent a fire from leaving the exhaust channel342. For example, if one of battery cells 312, 314, 316, and 318combusts and causes a fire, the fire can pass or burn through the topplate 306 or the insulative material 304 on its way into the exhaustchannel 342, and after the fire enters the exhaust channel 342, the topplate 306 and the insulative material 304 can prevent the fire fromleaving the exhaust channel 342 and reaching the other of the batterycells 312, 314, 316, and 318. The insulative material 304 may not beincluded in the battery module 350 in certain embodiments.

The top plate 306 and/or the insulative material 304 can include one ormore holes or valves, such as one hole or valve above each of thebattery cells 312, 314, 316, and 318, to permit the fire to pass throughto the exhaust channel 342 but not pass back into one of the other holesor valves and into another of the battery cells 312, 314, 316, and 318.The top plate 306 or the insulative material 304 can include one or moreholes or valves for allowing air to flow through the power system 300.For example, air can flow in through the inlet channel 344, pass throughthe battery housing 308 (for instance, around the battery cells 312,314, 316, and 318 or from their negative to positive terminals), aroundor through the top plate 306 (for instance, such as through one or moreholes therein) or the insulative material 304 (for instance, such asthrough one or more holes therein), and flow out through the exhaustchannel 342. The top plate 306 and/or the insulative material 304 canadditionally or alternatively include one or more separate regions oflower integrity (such as above each of the battery cells 312, 314, 316,and 318 and that may be prone to weakening by a fire) and higherintegrity (such as not above each of the battery cells 312, 314, 316,and 318 and that may not be prone to weakening by a fire) so that a firemay weaken one region of lower integrity and then pass through theweakened region to the exhaust channel 342 but not burn through one ormore other regions of lower or higher integrity and pass into another ofthe battery cells 312, 314, 316, and 318. The top plate 306 and/or theinsulative material 304 can include at least some holes (for example, sothat air can pass from the inlet channel 344 to the exhaust channel 342,or from the exhaust channel 342 to the inlet channel 344) and include atleast some regions of lower integrity (for example, so that fire or airmay pass through the top plate 306 or the insulative material 304 andexhaust through the exhaust channel 342 or the inlet channel 344).

The exhaust channel 342 or the inlet channel 344 can include an at leastpartially enclosed space 334. As illustrated by FIG. 3B, after a fire332 in one battery cell, such as the battery cell 314, the at leastpartially enclosed space 334 can transfer combustion products, fumes,smoke, heat, or steam from the fire 332 toward or to an exhaust port ofthe vehicle housing, such as one of the exhausts 108. As illustrated, tofacilitate the evacuation of the combustion products, fumes, smoke,heat, steam, or air through the exhaust channel 342, air can befunnelled through the aircraft. For example, air from outside of theaircraft (for instance, in front of the aircraft) can enter through theinlet channel 344, pass at least partially around one or more of thebattery cells 312, 314, 316, or 318, and exit through the exhaustchannel 342 (for instance, behind the aircraft, such as behind a wing).A configuration such as this can create a vacuum for airflow, forexample, where the air enters through a higher pressure inlet (forinstance, the inlet channel 344) and exits through a lower pressureoutlet (for instance, the exhaust channel 342). The low pressure of theexhaust channel 342 can facilitate the flow of air through the powersystem 300, in that the lower pressure serves to suck the air orcombustion components from the exhaust channel outside of the aircraft.The power system 300 can, in some implementations, include the inletchannel 344 or the exhaust channel 342 but may not include both. Thepower system 300 can include a fan or other air circulating device (notshown) to facilitate the evacuation of the combustion products, fumes,smoke, heat, steam, or air through the exhaust channel 342 or into theinlet channel 344.

During normal operation, air from the inlet channel 344 can flow betweenthe battery cells 312, 314, 316, or 318 and cool the battery cells 312,314, 316, or 318 in the battery module 350.

The battery housing 308 (as well as a vehicle housing in which thebattery housing 308 may be positioned) can permit an air flow throughthe battery housing 308 during operation of the vehicle so that air maytend to flow from negative terminals of the battery cells 312, 314, 316,and 318 to the positive terminals. This may help to facilitate a flow ofthe combustion products, fumes, smoke, heat, or steam from the batterycells 312, 314, 316, and 318 into the exhaust channel 342 and towards orto one or more exhaust ports. Air flow through the battery housing 308may additionally or alternatively cool the battery cells 312, 314, 316,or 318 as it flows through the battery housing 308. Accordingly, airflow through the power system 300 may have a dual purpose of cooling thebattery cells 312, 314, 316, and 318 and facilitating the exhaust ofcombustion products, fumes, smoke, heat, or steam if one or more of thebattery cells 312, 314, 316, and 318 catch fire. This dual purpose maybe desirably performed without the additional weight of include twodifferent systems for the purposes of cooling the battery cells 312,314, 316, and 318 and facilitating the exhaust of combustion products,fumes, smoke, heat, or steam if one or more of the battery cells 312,314, 316, and 318 catch fire.

FIG. 3C illustrates example components of an embodiment of the batterymodule 350. As shown, battery cells 360 can be positioned proximate to atop plate 362 (also referred to as first plate). The top plate 362 caninclude air outlets 352 (for instance, holes) that are positioned alongspaces between the battery cells 360. The air outlets 352 can permit airto pass by the battery cells 360 as described herein. On an oppositeside of the battery cells 360 from the top plate 362, a bottom plate 372(also referred to as base plate) can be positioned proximate to thebattery cells 360 and can be the same as or similar to the top plate362.

Furthermore, the top plate 362 can include, or be coupled to, one ormore regions of lower integrity (such as a first region of lowerintegrity 354), and individual regions of lower integrity may beseparated from other regions of lower integrity by regions of higherintegrity. The one or more regions of lower integrity can be locatedthroughout the top plate 362, and may be positioned above the batterycells 312, 314, 316, or 318, above spaces between the battery cells, ora combination thereof. The regions of lower integrity can include a tabconfigured to be shifted away from a battery cell, should the batterycell explode or catch fire. The tab can include nickel, copper, oraluminum.

FIG. 4 illustrates a power system 400 usable in a vehicle, such as theaircraft 100. The power system 400 can be similar to the power system300 but may include two battery modules 350 in two battery housings (afirst battery housing 408A and a second battery housing 408B) ratherthan a single battery module 350 in one battery housing (the batteryhousing 308) and may include two exhaust channels (a first exhaustchannel 442A and a second exhaust channel 442B) rather than a singleexhaust channel (the exhaust channel 342). The power system 400 mayinclude one or more inlet channels 444 (for instance, similar to inletchannel 344) into which air can flow, such as from outside of theaircraft. The first battery housing 408A and the second battery housing408B can each be similar to or the same as the battery housing 308 andmay, although not illustrated, be physically connected to one another.The first exhaust channel 442A and the second exhaust channel 442B caneach be similar to or the same as the exhaust channel 342 and divertcombustion products, fumes, smoke, heat, or steam from a fire toward orto one or more exhaust ports of the vehicle housing, such as one of theexhausts 108. The battery cells of the first battery housing 408A andthe second battery housing 408B can be electrically connected inparallel or series with one another and can together be part of a powersource for the vehicle, such as one of the power sources 104 or thepower source 180.

FIG. 5 illustrates a power system 500 usable in a vehicle, such as theaircraft 100. The power system 500 can be similar to the power system300 but may include two battery modules 350 in two battery housings (afirst battery housing 508A and a second battery housing 508B) ratherthan a single battery module 350 in a single battery housing (thebattery housing 308) that may be coupled or positioned proximate to anexhaust channel 542 or an inlet channel 544. The first battery housing508A and the second battery housing 508B can each be similar to or thesame as the battery housing 308 and may, although not illustrated, bephysically connected to one another. The exhaust channel 542 can besimilar to or the same as the exhaust channel 342 and divert combustionproducts, fumes, smoke, heat, or steam from a fire 332 toward or to anexhaust port of the vehicle housing, such as one of the exhausts 108.The inlet channel 544 and exhaust channel 542, together with insulativematerials included in the first battery housing 508A and the secondbattery housing 508B, can prevent a fire in one of the battery cellsincluded in the first battery housing 508A and the second batteryhousing 508B from spreading to another of the battery cells included inthe first battery housing 508A and the second battery housing 508B. Thebattery cells of the first battery housing 508A and the second batteryhousing 508B can be electrically connected in parallel and/or serieswith one another, for example through the top plate 306 and through thebottom plate 324, and can together be part of a power source for thevehicle, such as one of the power sources 104 or the power source 180.

Although FIG. 4 illustrates two physically-parallel battery housingscoupled or proximate to two exhaust channels, this disclosure can beextended to additional battery housings coupled or proximate toadditional exhaust channels that are physically parallel with the powersystem 400. Although FIG. 5 illustrates two battery housings coupled orproximate to one exhaust channel, this disclosure can be extended toadditional battery housings coupled or proximate to the one exhaustchannel. Moreover, the features of this paragraph can be combined toconstruct multiple parallel or similar exhaust channels that mayindividually provide cooling and divert combustion products, fumes,smoke, heat, or steam from fires in multiple battery housings of anytype disclosed in this document, toward or to one or more exhaust portsof the vehicle housing.

FIG. 6A to 6G illustrates example components of a battery module 800(sometimes referred to as battery pack, or which could be part of abattery pack comprising a plurality of such battery modules). Thebattery module 800 can be at least a partial implementation of the powersystem 300 of FIGS. 3A and 3B. Features and advantages described orillustrated in relation with the battery modules 350 of FIGS. 3A, 3B, 4or 5 could be combined with the additional features and advantagesdescribed or illustrated in relation with the battery modules 800 ofFIGS. 6A to 6G, unless otherwise described. Furthermore, the batterymodule 800 may be used in place of or alongside one or more of thebattery modules 350 described with respect to FIGS. 3A, 3B, 4, and 5 .

FIG. 6A illustrates the battery module 800 completely assembled, whileFIGS. 6B to 6H illustrate various parts or sub-assemblies of the batterymodule 800 with different sub-parts being removed to show the innercomponents of the battery module 800.

The battery module 800 can be constructed and disposed to facilitate acontrolled expulsion of heat or combustion components from a batterycell of the battery module 800 that catches fire so that the heat orcombustion components does not reach one or more other battery cells ofthe battery module 800 or another component of the vehicle that may beunable to withstand the heat or combustion components. The batterymodule 800 can desirably prevent, by thermic isolation, the transmissionof heat from one overheating battery cell to another battery cell of thebattery module 800 or of another battery module, which may avoid a chainreaction of starting fires in the one or more other battery cells of thevehicle.

The battery module 800 can include a top housing 804, a top plate (alsoreferred to as first plate) 862, multiple cell tubes (including celltubes 812, 813, 814), multiple battery cells (including a battery cell8120), multiple spacers (including spacers 863, 864, 865), a bottomplate 824 (also referred to as base plate), a module circuit boardassembly 820, multiple sensors, multiple connectors (including aconnector 825), and a bottom housing 826. Features of the correspondingcomponents of the battery module 350 can also apply to the batterymodule 800, unless indicated otherwise.

The top housing 804 and the bottom housing 826 can be or include aplastic. The plastic can be flame retardant. The top housing 804 and thebottom housing 826 can be assembled together, for example by clipping orfastening to each other, and provide structural support for the othercomponents of the battery module 800 and protect the other components ofthe battery module 800 from humidity or dust.

The top housing 804 and the bottom housing 826 or at least portionsthereof can withstand the temperature of a fire of one of the multiplebattery cells of the battery module 800 so that the fire from one doesnot burn through. Moreover, the top housing 804 and the bottom housing826 can continue to provide structural support despite the fire of oneof the multiple battery cells of the battery module 800.

The top housing 804 and the bottom housing 826 can together provide thebattery module 800 an external shape of a rectangular prism or cube. Thetop housing 804 and the bottom housing 826 can have the same or similarstructures such that the top housing 804 and the bottom housing 826 canbe used in place of one another. The top housing 804 and the bottomhousing 826 can together form a battery housing for the battery module800.

The multiple cell tubes of the battery module 800 can include a total ofnine cell tubes as illustrated. In other implementations, the batterymodule 800 may instead include a total of 2.N or 3.N cell tubes where Nis an integer. The multiple cell tubes can be arranged in one or morerows (such as two, three, four, or more rows) and one or more columns(such as two, three, four, or more columns). At least some of each ofthe multiple cell tubes can have the same or similar structures so thatthe at least some of each of the multiple cell tubes may be used inplace of one another.

The battery module 800 can include cooling plates (not shown) fordistributing heat evenly between the cell tubes. The battery module 800can include one or more thermal fuses (not shown). Individual of thethermal fuses can decouple one of the multiple cooling plates from oneof the multiple cell tubes responsive to a thermal runaway, such as if afire starts within or proximate to the one of the multiple cell tubes.

One battery cell, such as the battery cell 8120 (FIG. 6D), can bemounted into each of the battery cell tube, such as the cell tube 812.Each battery cell can be protected from mechanical shocks, heats,humidity, and other hazards by the cell tube in which it is mounted. Thebattery cell may be electrically isolated from the cell tube in which itis housed by a plastic film around the battery cell. A surface treatmentcan be applied to the inner surface and/or to the outer surface of eachcell tube in order to make this surface electrically isolating andreduce the risk of short-circuit through the cell tube. The treatmentcan protect the cell tube, such as an aluminium cell tube, fromcorrosion.

Each battery cell, including the battery cell 8120, can be mounted tothe top plate 862 with a top spacer, such as one of the top spacers 863,864 or 865, accommodated in a corresponding first hole, such as thefirst hole 868, through the top plate 862. The top spacer supports thebattery cell and the corresponding cell tube so that the top spacer, thecorresponding first hole 868 through the top plate, the correspondingbattery cell and the corresponding battery cell tube can all bepositioned coaxially and fixed with respect to one other. The outerdiameter of the battery cell is preferably smaller than the innerdiameter of the cell tube, so that the battery cell is isolated from thewalls of the cell tube with a plastic film.

The top spacers, such as the top spacers 863-865, can be made of orcomprises an electrically isolating, heat isolating and heat resistantmaterial, to prevent heat from one overheating battery cell beingtransmitted through the top spacer to the top plate 862. The top spacercan be made of ceramic, glass-fiber or heat resistant plastic. The topspacer may comprise one part that is forced in the hole through the topplate 862, or two parts which can be screwed together. As can be seen inFIG. 6E that illustrates a cell tube, a battery cell and the top plate862 without the top spacer, the cell tube and the battery cell may notbe in direct contact with the top plate 862, and the top spacer canisolate these three components thermally and electrically from eachother.

The top spacers can be shaped as a ring. Each top spacer can have aninner edge on a first side of the top spacer and an outer edge on asecond side of the top spacer opposite the first side. The inner edge8631 on the first side of the top spacer can circumferentially surroundand support an outer diameter of part of the cell tube. The outer edge8630 on the second side of the top spacer can be positioned in the holeof the top plate 862 to support the top plate 862.

Each battery cell, including the battery cell 8120, can be mounted tothe bottom plate 824 with a bottom spacer, such as the bottom spacers827 and 828, accommodated in a corresponding hole (not referenced)through the bottom plate 824. The bottom spacer supports the batterycell and the corresponding cell tube so that the bottom spacer, thecorresponding hole through the bottom plate, the battery cell and thecorresponding cell tube are all coaxially positioned and fixed withrespect to each other. The bottom spacers can be made of or comprise aheat isolating and heat resistant material, to prevent heat from oneoverheating battery cell being transmitted through the bottom spacer tothe cell tube or to the bottom plate 824. The bottom spacer can be madeof ceramic or heat resistant plastic. The bottom spacers and the topspacers may be identical, so that the top spacers and the bottom spacerscan be mutually interchangeable. The bottom spacer may comprise one partthat is forced in the hole through the bottom plate, or two parts whichcan be screwed together.

The top spacer can be made of electric isolating material. The topspacer can provide an electric isolation between the negative pole ofthe battery cell 8120 on one side and the electronic components 822, theconductive layer 8620 or the PCB tracks in the conductive layer 8622 onthe other side. If one wire bond 807 breaks or fuses, this electricisolation thus prevents electrical arcing between the battery cell 8120and a conductive portion of the top plate 862. The outer edge 8630 ofthe top spacer can be thicker than the top plate 862 and form a rim 8632that protrudes over the upper surface of the top plate 862 to increasethe distance between the battery cell 8120 and the conductive portions8622, 8620, 822 of the top plate, thus reducing the risk of electricalarcing. This outer edge also acts as an exhaust channel and forms,together with the adjacent cell tube 812, a chimney for evacuating theheat or smoke that may be produced when one cells explodes, thuspreventing the risk of transmission of heat to other cells through thetop plate 862.

In a similar way, the bottom spacer can be made of electric isolatingmaterial. The bottom spacer can provide an electric isolation betweenthe positive pole of the battery cell 8120 on one side and the bottomplate 824 on the other side and protrudes under the lower face of thebottom plate 824. If one wire bond 807 breaks or fuses, this electricisolation thus prevents electrical arcing between the battery cell 8120and a conductive portion of the bottom plate 824.

This arrangement with heat-isolating spacers for supporting the batterycells and the cell tubes with the top and bottom plates can prevent orreduce the transmission of heat between an overheating battery cell andother battery cells of the same battery module through the top or bottomplate. Even if a cell tube becomes hot, for example if a battery cellwithin a cell tube burns or explodes, the top and bottom spacers canreduce the conductive transmission of heat from the cell tubes to otherbattery cells or cell tubes through the top and bottom plates 862 and824 respectively.

The multiple battery cells, including the battery cell 8120, of thebattery module 800 can store electrical energy. The electrical energycan be utilized for driving one or more motors, such as the motor 160.The one or more motors can propel a vehicle housing that is configuredto fly. The multiple battery cells can be used to additionally oralternatively power other components supported by the vehicle housing.

One or more of the multiple battery cells can be Li-Ion or Li-Po batterycells. Individual of the multiple battery cells may be self-containedand be an off-the-shelf battery cell. The multiple battery cells can besubstantially shaped as a cylinder. At least some of each of themultiple battery cells can have the same or similar structures so thatthe at least some of each of the multiple battery cells may be used inplace of one another.

The multiple battery cells of the battery module 800 or subsets thereofcan be electrically connected in series or parallel with one another todeliver a desired voltage and current. As illustrated in FIG. 9 , forexample, all of the multiple battery cells can be electrically connectedin parallel with one another through the top plate 862 on one side andthrough the bottom plate 824 on the other side. As will be described,the top plate 862 and the bottom plate 824 each can comprise arelatively thick conductive layer 8620, such as for example an aluminiumlayer, for conducting the relatively high currents that are delivered bythe plurality of battery cells in parallel.

Individual of the multiple battery cells of the battery module 800 canprovide a current of 5 A, 10 A, 15 A, 20 A, 25 A, 30 A, 35 A, 40 A, 45A, or 50 A or within a range defined by two of the foregoing values oranother value greater or less than the foregoing values. Individual ofthe multiple battery cells can provide a voltage of 3.0 V, 3.2 V, 3.4 V,3.5 V, 3.6 V, 3.8 V, 4.0 V, 4.2 V, 4.4 V, 4.5 V, 4.6 V, 4.8 V, or 5.0 Vor within a range defined by two of the foregoing values or anothervalue greater or less than the foregoing values. Individual of themultiple battery cells can provide an energy output of 5 Wh, 10 Wh, 15Wh, 20 Wh, 25 Wh, 30 Wh, 35 Wh, 40 Wh, 45 Wh, 50 Wh, 55 Wh, 60 Wh, 65Wh, 70 Wh, 75 Wh, 80 Wh, 85 Wh, 90 Wh, 95 Wh, or 100 Wh or within arange defined by two of the foregoing values or another value greater orless than the foregoing values. Individual of the multiple battery cellsof the battery module 800 can have a height of 40 mm, 45 mm, 50 mm, 55mm, 60 mm, 65 mm, 70 mm, 75 mm, or 80 mm or within a range defined bytwo of the foregoing values or another value greater or less than theforegoing values. Individual of the multiple battery cells of thebattery module 800 can have a diameter of 10 mm, 11 mm, 12 mm, 13 mm, 14mm, 15 mm, 16 mm, 17 mm, 18 mm, 19 mm, 20 mm, 21 mm, 22 mm, 23 mm, 24mm, 25 mm, 26 mm, 27 mm, 28 mm, 29 mm, or 30 mm or within a rangedefined by two of the foregoing values or another value greater or lessthan the foregoing values.

Individual of the multiple battery cells of the battery module 800 canbe positioned within individual of the multiple cell tubes, as well asremoved from individual of the multiple cell tubes. The fit of theindividual of the multiple battery cells of the battery module 800within the individual of the multiple cell tubes can, for instance, be aloose fit or a light interference fit. The multiple battery cells can bearranged in the multiple cell tubes so that negative terminals, such asa negative terminal 815, may be directed toward the top housing 804rather than the bottom housing 826. Alternatively, one or more of themultiple battery cells can be arranged in the multiple cell tubes sothat positive terminals may be directed toward the top housing 804rather than the bottom housing 826.

The top plate 862 can be used to electrically connect two or moreterminals of the multiple battery cells of the battery module 800. Forexample, where the multiple battery cells can be arranged in themultiple cell tubes so that negative terminals are directed toward thetop housing 804, the top plate 862 can electrically connect the negativeterminals to one another, such as via top wire bonding 807 through thefirst hole 868, as shown in FIG. 6C and 9 (such as aluminum wirebonding) or instead via spot welding. If the top plate 862 may beconnected via the top wire bonding 807, the top wire bonding 807 canfunction as a fuse and decouple its mechanical, electrical and thermalconnection responsive to a high temperature condition or a highelectrical current condition.

The top plate 862 may comprise a plurality of conducting subplates, forexample, two, three, four, five, six, or any number of sub plates.

As illustrated on FIGS. 6F and 6G, the top plate 862 can include oneconductive layer 8620 that may be relatively thick and used toelectrically connect two or more terminals of the multiple battery cellswithin the battery module 800, as previously described. The top plate862 may further include a flex PCB (flexible printed circuit board) 8623which may be relatively thin and mounted, for example glued, on top ofthat conductive layer 8620. The flex PCB 8623 may include conductingtracks 8622 for transmitting lower currents, for example currents forpowering electronic components 822, such as sensors, switches and/orbattery management components mounted on the flex PCB 8623 or on anotherPCB.

The multiple battery cells of the battery module 800 can be electricallyin series or parallel with the multiple battery cells of the anotherbattery module. In one example, the multiple battery cells of thebattery module 800 can be electrically connected in series with themultiple battery cells of the another battery module so that a combinedvoltage output from the battery module 800 and the another batterymodule may provide a desired voltage level.

The bottom plate 824 can be conductive and used to electrically connecttwo or more terminals of the multiple battery cells of the batterymodule 800. For example, where the multiple battery cells can bearranged in the multiple cell tubes so that positive terminals aredirected toward the bottom housing 826, the bottom plate 824 canelectrically connect positive terminals of the multiple battery cells toone another, such as via bottom wire bonding 830 shown in FIG. 6B and 9(such as aluminium wire bonding) or instead via spot welding. If thebottom plate 824 may be connected via the bottom wire bonding 830, thebottom wire bonding 830 can function as a fuse and decouple itsmechanical, electrical and thermal connection responsive to a hightemperature condition or a high electrical current condition.

The bottom plate 824 may comprise a plurality of subplates, for example,two, three, four, five, six, or any number of sub plates.

The bottom plates of one battery module, such as the battery module 800,can, as shown in FIG. 7 , mechanically (for example, via one or morefasteners or an adhesive) and electrically connect to another top plate,such as another top plate 702, of at least one different battery module,such as the battery module 700. The mechanical connections can fix thebattery module 800 to the different battery module 700 within a samebattery pack. The multiple battery cells of the battery module 800 canbe electrically connected in series or parallel with the multiplebattery cells of the different battery module 700 in a battery pack.Where the structure of the different battery modules 700 may be the sameor similar to the structure of the battery module 800, the differentbattery module 700 and the battery module 800 can, for instance, beconnected in series with one another. The different battery module 700and the battery module 800 can be electrically connected in series withthe multiple battery cells of the another battery module so that acombined voltage output from the battery module 800 and the anotherbattery module may provide a desired voltage level.

Although FIG. 7 illustrates two battery modules 700, 800 mechanicallyand electrically connected, one or more additional battery modules canbe similarly mechanically and electrically connected. For example,three, four, five, six, seven, eight, nine, ten, or more battery modulescan be similarly mechanically and electrically connected to together ina row to form a battery pack as power source having a greaterperformance capability (such as a greater voltage, current, or poweroutput) than an individual one of the battery modules or a subset of thebattery modules.

The top plate 862 and the bottom plate 824 of the battery module 800 caninclude a layer 8620/824 of aluminum, copper, or another conductivematerial. FIG. 9 illustrates an example of mounting of the battery cell8120 and the cell tube 812 between the top plate 862 and the bottomplate 824 and certain of the features of FIGS. 6F and 6G. The batterycell 8120 and the battery cell tube 812 can be fixed or glued with topspacers 863 and bottom spacers 827 to the top plate 862 and to thebottom plate 824 respectively.

FIG. 9 shows the top plate 862 with a conducting layer 8620, such as arelatively thick, and a flex PCB layer 8623 mounted, for example glued,onto that conductive layer 8620. Using aluminium for the conductivelayer 8620 can reduce the weight of the top plate 862; alternatively,other conductive materials, including copper, can be used in place of orin addition to aluminium. Because the conductive layer 8620 isrelatively thick, it can withstand the addition of currents from theplurality of battery cells in the battery module 800.

The flex PCB layer 8623 can include a thin insulating polymer filmhaving conductive tracks 8622 affixed thereto. An electronic component822, or multiple thereof, can be connected to the conductive tracks8622. A thin polymer coating (not shown) may be provided to protect theconductive tracks 8622. The electronic component 822 may include one ormore sensors, one or more switches (such as relays, MOSFETs, IGBTs)and/or one or more controllers. Each track of the flex PCB layer 8623may be constructed to withstand the current from no more than onebattery cell, or a portion of the current from one battery cell, so thateach conductive track can be made relatively thin and light.

As shown on FIGS. 6F and 6G, the flex PCB 8623 may be provided with aplurality of holes 868 that correspond to similar holes through theconductive layer 8620, and used for accommodating the top spacers, suchas the top spacers 863-865. The flex PCB 8623 may further be providedwith a plurality of holes 8624 that correspond to similar holes throughthe conductive layer 8620, and used for allowing air to flow through thebattery module 800 between the cell tubes.

As shown in FIG. 6F and/or 9 , the flex PCB 8623 can include connectingportions 8625, one such connecting portion extending within each firsthole 868. The connecting portions 8625 each may have a rectangularshape. A sensor 805, such as a temperature sensor, can be mounted ontoeach connecting portion 8625, such as on the lower side of thatconnecting portion 8625, and connected to other tracks and/or electroniccomponents 822 of the flex PCB 8623 through the conductive tracks 8622along each such connecting portion 8625. The sensor 805 can measure thetemperature of the corresponding battery cell 8120. The sensor 805and/or the connecting portion 8625 can be directly glued onto the topportion of the battery cell 8120, such as with a thermal glue, asillustrated by FIG. 9 . The electronic components 822 can be provided onthe flex PCB 8623 for monitoring a voltage, a current, or an internalpressure of each or the plurality of battery cells. The one or moreelectronic components 822 can be mounted on various conductive tracks offlex PCB 8623.

One or more switches can be provided on the flex PCB and used forselectively individually disconnecting each battery cell, for example incase of over-temperature, over-current, over-voltage, over-pressureand/or other malfunctions of the battery cell.

The one or more controllers may be used for controlling the transfer ofenergy from or to the multiple battery cells of the battery module 800or may monitor one or more parameters of the multiple battery cells. Theone or more controllers can be in electrical communication with themultiple sensors to permit the one or more controllers to monitor atleast some of the one or more parameters with the multiple sensors.

The conductive layer 8620 can face the bottom plate 824 while the flexPCB 8623 may face the top direction of the battery module 800, towardthe top housing 804. The flex PCB 8623 may further include holes orcutouts 869 for electrically connecting the conductive layer 8620 withthe battery cells 8120 via wire-bonds 807, with each wire bond 807traversing one hole 868 and through/past one hole or cutout 869.

The current from one pole of the battery cell 8120 can flow directly tothe conductive layer 8620, for example through a direct wire-bond 807between the battery cell 8120 and the conductive layer 8620.

Alternatively, a pole of the battery cell 8210 can be connected throughone wire-bond to one of the conductive tracks 8622 of the flex PCB 8623,and the current can flow through this conductive track to one of theelectronic components 822, such as sensors and/or switches, and then,via another of the conductive tracks 8622 and another wire-bond thatgoes through a hole 869, to the conductive layer 8620, where the currentmay be added to the currents from one or more other battery cells 8210of the battery module 800. The electronic component 822 can include asensor can be used for measuring a current or other parameters of one ormore battery cells 8210. Additionally or alternatively, the electroniccomponent 822 can include a switch used for disconnecting one or more ofthe battery cells 8210 from the conductive layer 8620 when a disfunctionof the battery cell 8210 is detected.

The wire-bonds, such as wire bonds 807 and 830, can function as fusesfor disconnecting a battery cell 8210 when the temperature of onewire-bonds becomes sufficiently hot that the wire-bond melts. Themelting of one of the wire-bonds may prevent greater than a set amountof current from passing, such as greater than a multiple (for instance,1, 2, 3, 4, 5, 10, or 20 times) of a maximum operating current for thebattery cell 8210.

The one or more controllers can control operations of the battery module800 and transfer of energy from or to the multiple battery cells 8210 atleast according to sensor data generated by the electronic components822. For example, the one or more controllers can shut down powergeneration by the battery module 800 or trigger an alarm responsive to adetected high temperature condition by one of the electronic components822.

A module circuit board assembly 820 (FIGS. 6A and 6C) can be positionedon a lateral side of the battery module 800 so that the module circuitassembly board 820 is out of the path of a fire from one or more of themultiple battery cells and does not obstruct the exhaust of heat orfumes from any overheating battery cell. The module circuit boardassembly 820 can be fixed to the top housing 804 and/or to the bottomhousing 826. Some of the sensors 622 and one or more controllers can bemounted onto the module circuit board assembly 820 instead of the topplate 862. The top plate 862 and the module circuit board assembly 820can be electrically connected to each other through one or more cablesand connectors, or through a portion 8627 of the flex PCB 8623 shown inFIG. 6F.

The multiple connectors, including the connector 825, of the batterymodule 800 can be mechanically and electrically connected to the modulecircuit board assembly 820. The multiple connectors can be used by theone or more controllers of the module circuit board assembly 820 toreceive data from the components on the top plate 862 and/or fromoutside the battery module 800 or transmit data to the components on thetop plate 862 and/or outside the battery module 800.

The one or more controllers can receive commands via one or more of themultiple connectors. The commands can, for instance, be used by the oneor more controllers to set an operating mode for the battery module 800or configuration settings (such as an operating power level orpermissible operating temperature limit) for the battery module 800. Theone or more controllers can, for instance, transmit operating status orlogs, sensor data detected by the multiple sensors, or alarms via one ormore of the multiple connectors.

The multiple connectors can include a total of four connectors asillustrated. In other implementations, the battery module 800 mayinstead include one, two, three, five, six, or more connectors. Wherethe multiple connectors of the battery module 800 may include a total oftwo connectors as illustrated, one of the multiple connectors can beinput connector for receiving data and the other of the multipleconnectors can be input connector for transmitting data. Alternatively,both of the multiple connectors can function to input and output dataand may, for example, communicate via separate communication channels,such as with redundant controllers. At least some of each of themultiple connectors can have the same or similar structures so that theat least some of each of the multiple connectors may be used in place ofone another. One or more of the multiple connectors may be a serial busconnector. Although the multiple connectors are illustrated as femaleconnectors in FIG. 6B, the multiple connectors can be male or femaleconnectors.

The battery module 800 can have a length of L, a width of W, and aheight of H as shown in FIG. 6G. The length of L, the width of W, or theheight of H can each be 50 mm, 65 mm, 80 mm, 100 mm, 120 mm, 150 mm, 200mm, 250 mm, 300 mm, 350 mm, 400 mm, 450 mm, or 500 mm or within a rangedefined by two of the foregoing values or another value greater or lessthan the foregoing values. For example, L can be around 80 mm, W can bearound 80 mm, and H can be around 100 mm.

The battery module 800 may include fewer or additional components insome implementations. For example, the battery module 800 can include aheat absorber material (not shown), such as a phase change material, agel, or the like, between the top housing 804 and the battery cells toabsorb heat and energy upon the one or more of the multiple batterycells of the battery module 800 catching fire and which may help thefire from reaching the other of the multiple battery cells.

The battery module 800 can be constructed and positioned, such as in avehicle, so that air may flow by the battery module 800 in a directionfrom the bottom housing 826 to the top housing 804 or may circulate fromone side of the battery module 800 to another side. The air flowing bythe battery module 800 can flow through the top plate 862 through holes8624 and through corresponding holes (not shown) through the bottomplate 824. The holes 8624 through the top plate 862 and thecorresponding holes through the bottom plate 824 direct the air to flowbetween the cell tubes, such as the cell tubes 812, 813, 814 and othercell tubes, but may not flow within the cell tubes to prevent humidity,dust, heat or fumes from reaching the battery cells, such as the batterycell 8120, within the cell tubes.

The air flowing by the battery module 800, such as from an inlet channelas described herein, can cool the multiple battery cells of the batterymodule 800, as well as be used to expel any combustion products, fumes,smoke, heat, or steam from the battery module 800. After the air passesby the battery module 800, the air may be transferred to an exhaust,such as an exhaust channel as described herein. Such construction andpositioning of the battery module 800 may advantageously permit coolingof the multiple battery cells and expelling of any combustion products,fumes, smoke, heat, or steam with a single combined system rather thanutilizing two different systems that may add additional weight.

The full wing structure of an aircraft may be vented so that an innervolume of the wing can act as an exhaust channel. In that case, noadditional structure may be added to create the exhaust channel.

As illustrated in FIGS. 6A and 6B, the top housing 804 can be providedwith holes 902 or valves, each hole or valve being coaxial with onebattery cell, one cell tube, one top spacer and one bottom spacer, sothat heat and fumes from one overheating battery cell will pass throughone of the battery spacer, through one of the holes through the topplate 862, through the corresponding hole 902 or valve and out of thetop housing 804.

The holes 902 through the top housing 804 may be covered with a tape ora cover (not shown) that closes the hole during normal operation, andprevent humidity and dust from entering the battery cell terminal regionor the volume between the top plate respectively bottom plate and thehousing.

The top housing 804 can be provided with holes 903 for circulating airbetween the cell tubes. The holes 903 can be connected with the holes8624 through the top plate 862, for example through a tube (not shown)which may be integral with the top housing. The tape or cover may notcover the holes 903 thus allowing air to circulate between the celltubes and to cool the cell tubes and the battery cells within the celltubes.

In a similar way, holes (not shown) through the bottom housing 826 thatmay be disposed coaxially with a corresponding cell tube may be coveredwith a tape or a cover (not shown) that closes the hole during normaloperation, and prevent humidity and dust from entering the battery cellterminal region. The tape or cover does not cover the holes through thebottom housing thus allowing air to circulate between the cell tubes andto cool the cell tubes and the battery cells within the cell tubes.

If one of the multiple battery cells of the battery module 800 catchesfire, the tape or cover on the top housing 804 or bottom housing 826 canbe moved by a pressure difference between (i) a pressure in housing ofthe one of the multiple battery cells that caught fire and (ii) apressure on a side of the tape opposite of the one of the multiplebattery cells that caught fire. The pressure difference may entirelyseparate the tape or cover from the battery module 800, or tear the tapeor cover to create an opening through the tape or cover for releasingthe pressure within the housing.

FIG. 8 illustrates a top cover 900 with cover holes, such as a coverhole 902, usable with a battery module, such as the battery module 800.The top cover 900 can be used in place or as part of the top housing 804and/or bottom housing 826. The cover holes can permit combustionproducts, fumes, smoke, heat, or steam to escape from one or more of themultiple battery cells of the battery module 800 that catch fire withoutpermitting the combustion products, fumes, smoke, heat, or steam toenter another of the multiple battery cells. The cover holes may permita certain amount or rate of combustion products, fumes, smoke, heat, orsteam to escape and a certain amount of energy absorption by the topcover 900 prior to the top cover 900 being moved by a pressuredifference between (i) a pressure in the one or more cell tubes of theone or more of the multiple battery cells that catch fire and (ii) apressure on a side of the top cover 900 opposite the one or more celltubes of the one or more of the multiple battery cells that catch fire.

Example Implementations

A battery module is disclosed including a plurality of battery cellssupported to the first plate with heat-isolating spacers. The spacersprovide thermal isolation between the battery cell and the first plate.

The battery module can comprise a plurality of cell tubes configured toaccommodate the plurality of battery cells within the plurality of celltubes so that individual of the plurality of battery cells arepositioned within individual of the plurality of cell tubes, eachbattery cell having a first electric pole and a second electric pole.

The battery module can comprise a second plate which mutuallyelectrically connects the second poles of each of the plurality ofbattery cells, said second plate comprising a plurality of first holesso that individual of the plurality of cell tubes are facing individualof the plurality of first holes.

Each spacer is supported in one of said first holes and configured tosupport one end of a cell tube and one end of the battery cell in thecell tube.

The spacer provides thermal and electrical isolation between the batterycell and the first plate or the second plate.

The battery module can power a motor that propels a vehicle housing.

The battery module can include a battery module housing configured tosupport a plurality of battery cells and a first plate whichelectrically connects the plurality of battery cells.

An exhaust channel can be coupled to the battery module and configuredto divert a fire from one of the plurality of battery cells toward anexhaust port of the vehicle housing to prevent the fire from spreadingto another of the plurality of battery cells.

Each spacer may be in direct contact with one battery cell tube.

One extremity of each battery cell tube may be accommodated within aspacer.

The battery cell tube and the spacer may together form a chimney fordiverting heat and fumes generated by the explosion of one battery cellabove said second plate.

The battery module of the preceding paragraph can include one or more ofthe following features: The battery module can include an inlet channelcoupled to the power source and configured to direct an air flow throughthe battery housing and into the exhaust channel. The battery housingcan orient the plurality of battery cells in a common direction withcathodes of the plurality of battery cells being on a common side of thebattery housing. The battery housing can support a first plate, and thefirst plate can electrically connect the plurality of battery cells. Thefirst plate can electrically connect the plurality of battery cells inparallel with one another. The first plate can include copper oraluminum. The first plate can include a hole or a weakened portion thatis configured to permit the fire to pass into the exhaust channel. Thebattery module can include an insulation between the power source andthe exhaust channel, and the insulation can prevent the fire fromspreading to another of the plurality of battery cells. The insulationcan include a fire retardant. The vehicle housing can support thebattery module so that an air flow passes through the battery housingtoward the exhaust channel when the vehicle housing is in motion. Thevehicle housing can fly. A total number of battery cells included in thebattery module can be between 4 battery cells and 32 battery cells,inclusive. Each of at least some of the plurality of battery cells canbe substantially shaped as a cylinder. The battery housing can besubstantially shaped as a rectangular prism. The battery housing caninclude flame retardant material. The battery housing can includeplastic. The battery module include one or more sensors configured tomonitor a voltage or a temperature of the plurality of battery cells,and the one or more sensors may not be positioned between the batteryhousing and the exhaust channel.

The exhaust channel can divert another fire from one of the additionalbattery cells to the exhaust port to prevent the another fire fromspreading to another of the plurality of battery cells or the additionalbattery cells.

The battery module of the preceding paragraphs can include one or moreof the following features: A plurality of cell tubes can support theplurality of battery cells within the plurality of cell tubes so thatindividual of the plurality of battery cells are positioned withinindividual of the plurality of cell tubes, the plurality of cell tubesbeing supported by the battery housing with one first end of each celltube being directed toward the exhaust channel, the plurality of batterycells each being self-contained, the plurality of battery cells beingremovable from the plurality of cell tubes. An inlet channel arranged todirect an air flow through the battery housing and into the exhaustchannel, a second end of each of the plurality of cell tubes beingdirected toward the inlet channel. A cover can be supported by thebattery housing. The cover can include a material that absorbs heat froma first fire in one of the plurality of battery cells. A sensor canmonitor a temperature of one of the plurality of cell tubes or one ofthe plurality of cooling plates. The battery housing, the plurality ofcell tubes, and the plurality of cooling plates are configured to evenlydistribute heat so that the plurality of battery cells age at a commonrate. An isolation can be positioned between (i) the first plate and(ii) the plurality of cell tubes, the isolation providing electrical orthermal insulation. The first plate can electrically connect theplurality of battery cells in parallel with one another. The pluralityof cell tubes can include aluminum, steel, or carbon. The plurality ofcell tubes can be arranged in at least two rows of cell tubes and atleast two columns of cell tubes. A circuit board assembly can besupported by the battery housing and include a controller, thecontroller being configured to monitor one or more parameters of theplurality of battery cells or control an energy transfer from theplurality of battery cells to the motor. The battery housing canmechanically couple to additional battery housings on opposite sides ofthe battery housing, the battery housing and the additional batteryhousings each having a common structure, the plurality of battery cellsbeing configured to electrically couple in series or parallel withadditional battery cells of the additional battery housings to togetherpower the motor. The additional battery housings can support theadditional battery cells within additional cell tubes, the additionalcell tubes and the plurality of cell tubes being configured to directany combustion components from any fires from the additional batterycells and the plurality of battery cells in the common direction. Acircuit board assembly can be provided and include a sensor (622)configured to monitor a voltage, a current, or an internal pressure ofat least one of the plurality of battery cells (614), and a controllercan be mounted on the circuit board assembly and control an energytransfer from the plurality of battery cells responsive to the voltage,the current, or the internal pressure. The controller can communicate,via a connector, with an electronic device separate from the batteryhousing. A total number of battery cells included in the plurality ofbattery cells is between 4 battery cells and 32 battery cells,inclusive. The vehicle housing can fly and support the battery housingso that an air flow passes through the battery housing toward theexhaust channel when the vehicle housing is in motion.

Additional Features and Terminology

Although examples provided herein may be described in the context of anaircraft, such as an electric or hybrid aircraft, one or more featuresmay further apply to other types of vehicles usable to transportpassengers or goods. For example, the one or more futures can be used toenhance construction or operation of automobiles, trucks, boats,submarines, spacecraft, hovercrafts, or the like.

Many other variations than those described herein will be apparent fromthis disclosure. For example, depending on the embodiment, certain acts,events, or functions of any of the algorithms described herein can beperformed in a different sequence, can be added, merged, or left outaltogether (for example, not all described acts or events are necessaryfor the practice of the algorithms).

The various illustrative logical blocks, modules, and algorithm stepsdescribed herein can be implemented as electronic hardware, computersoftware, or combinations of both. To clearly illustrate thisinterchangeability of hardware and software, various illustrativecomponents, blocks, modules, and steps have been described abovegenerally in terms of their functionality. Whether such functionality isimplemented as hardware or software depends upon the particularapplication and design constraints imposed on the overall system. Thedescribed functionality can be implemented in varying ways for eachparticular application, but such implementation decisions should not beinterpreted as causing a departure from the scope of the disclosure.

Conditional language used herein, such as, among others, “can,” “might,”“may,” “e.g.,” and the like, unless specifically stated otherwise, orotherwise understood within the context as used, is generally intendedto convey that certain embodiments include, while other embodiments donot include, certain features, elements or states. Thus, suchconditional language is not generally intended to imply that features,elements or states are in any way required for one or more embodimentsor that one or more embodiments necessarily include logic for deciding,with or without author input or prompting, whether these features,elements or states are included or are to be performed in any particularembodiment.

The terms “comprising,” “including,” “having,” and the like aresynonymous and are used inclusively, in an open-ended fashion, and donot exclude additional elements, features, acts, operations, and soforth. Also, the term “or” is used in its inclusive sense (and not inits exclusive sense) so that when used, for example, to connect a listof elements, the term “or” means one, some, or all of the elements inthe list. Further, the term “each,” as used herein, in addition tohaving its ordinary meaning, can mean any subset of a set of elements towhich the term “each” is applied.

What is claimed is:
 1. A battery module comprising: a plurality of celltubes configured to accommodate a plurality of battery cells within theplurality of cell tubes so that individual of the plurality of batterycells are positioned within individual of the plurality of cell tubes; aconductive layer and a printed circuit board attached to the conductivelayer, the conductive layer being configured to conduct electricalcurrents from the plurality of battery cells, the printed circuit boardcomprising a plurality of connecting portions that are flexible andextend into a plurality of holes in the conductive layer; a plurality ofsensors attached to ends of the plurality of connecting portions andconfigured to measure temperatures of the plurality of battery cells;and a housing configured to support the plurality of cell tubes, theconductive layer, and the printed circuit board.
 2. The battery moduleof claim 1, further comprising the plurality of battery cells, theplurality of sensors being glued to the plurality of battery cells. 3.The battery module of claim 1, further comprising the plurality ofbattery cells, the plurality of connecting portions being glued to theplurality of battery cells.
 4. The battery module of claim 1, furthercomprising the plurality of battery cells, each of the plurality ofbattery cells being wire bonded to the conductive layer through one ofthe plurality of holes.
 5. The battery module of claim 4, wherein theconductive layer is configured to conduct electrical currents from allof the plurality of battery cells.
 6. The battery module of claim 1,wherein the printed circuit board comprises a polymer film, a pluralityof conductive tracks, and an electronic component mounted on theplurality of conductive tracks.
 7. The battery module of claim 6,wherein the electronic component comprises a sensor configured tomonitor a voltage, an electrical current, or an internal pressure of atleast one of the plurality of battery cells.
 8. The battery module ofclaim 6, wherein the electronic component comprises a switch configuredto electrically connect or disconnect at least one of the plurality ofbattery cells.
 9. The battery module of claim 6, wherein the electroniccomponent comprises a controller configured to control a supply ofenergy from the plurality of battery cells.
 10. The battery module ofclaim 1, further comprising: a circuit board assembly electricallyconnected to the printed circuit board; and a controller mounted on thecircuit board assembly and configured to control a supply of energy fromthe plurality of battery cells.
 11. The battery module of claim 10,wherein the controller is electrically connected to a plurality ofconductive tracks on the printed circuit board.
 12. The battery moduleof claim 1, wherein the plurality of connecting portions each have arectangular shape.
 13. The battery module of claim 1, wherein theprinted circuit board is positioned on an opposite side of theconductive layer from the plurality of cell tubes.
 14. The batterymodule of claim 1, wherein the conductive layer is glued to the printedcircuit board.
 15. The battery module of claim 1, wherein the conductivelayer is thicker than the printed circuit board.
 16. The battery moduleof claim 1, wherein the conductive layer is configured to conduct alarger maximum electrical current than the printed circuit board. 17.The battery module of claim 1, wherein each of the plurality of sensorsis configured to measure the temperature of a different one of theplurality of battery cells.
 18. The battery module of claim 1, furthercomprising an additional conductive layer configured to electricallyconnect cathodes of the plurality of battery cells in parallel.
 19. Thebattery module of claim 1, wherein the printed circuit board is aflexible printed circuit board.
 20. The battery module of claim 1,wherein the housing is configured to support between 4 cell tubes and 32cell tubes, inclusive.
 21. The battery module of claim 1, wherein theplurality of cell tubes comprises aluminum, steel, or carbon.